Unmanned aerial vehicles

ABSTRACT

An unmanned aerial vehicle, UAV, comprises a plurality of lighting sources. The plurality of lighting sources comprises at least one lighting element operable to illuminate below the UAV and at least one lighting element operable to illuminate above the UAV. The UAV is configured to: (i) receive energy from at least one battery of a vehicle via a physical connection with an interior of the vehicle; (ii) use the received energy to charge at least one battery of the UAV; and (iii) use the at least one battery of the UAV, charged using the received energy, to power the plurality of light sources.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority under 35 U.S.C. § 119(a) to UK PatentApplication Nos. GB1720915.6, filed on Dec. 14, 2017, and GB1802098.2,filed on Feb. 8, 2018. The entire content of each of these patentapplications is hereby incorporated by reference.

This application is a continuation of U.S. patent application Ser. No.16/210,413, filed on Dec. 5, 2018, which is incorporated by reference inits entirety.

FIELD

This disclosure relates to unmanned aerial vehicles (UAVs). Inparticular, this disclosure relates to methods of controlling UAVs,UAVs, controllers and computer programs.

BACKGROUND

A UAV, which may be known as a ‘drone’ or an ‘unmanned aircraft system(UAS)’, is an aircraft that does not have a human pilot aboard. UAVs canbe used for various purposes. For example, UAVs may be used forrecreational and/or academic and/or commercial purposes. UAVs aregenerally, but not exclusively, battery-powered. UAVs typically have alimited operating range, which restricts scenarios in which UAVs can beused. The operating range may be limited by the capacity of the battery,for example.

With developments in battery technology, the operating range of UAVs maybe increased. However, even with such developments, the increases inoperating ranges may be minimal. Furthermore, replacing an existingbattery of a UAV with a more effective battery may not be viable in somecases, for example where a battery in an existing UAV cannot physicallybe removed and replaced.

SUMMARY

According to first example embodiments, there is provided a method ofcontrolling an unmanned aerial vehicle, UAV, the method comprising:

causing the UAV to fly to a vehicle;

causing the UAV to physically engage with the vehicle such that the UAVis transported by the vehicle when the vehicle moves; and

causing the UAV to disengage from, and fly away from, the vehicle,

wherein the method is performed while the UAV is operating in anautonomous mode by a controller comprised in the UAV.

According to second example embodiments, there is provided a methodperformed by an unmanned aerial vehicle, UAV, operating in an autonomousmode and having an operating range, the method comprising piggybackingon another vehicle in response to determining that the other vehicle hasan operating range that is at least partly outside the operating rangeof the UAV and that the operating range of the other vehicle includes atarget flight destination of the UAV, the target flight destination ofthe UAV being outside the operating range of the UAV.

According to third example embodiments, there is provided a method ofcontrolling an unmanned aerial vehicle, UAV, the method comprisingproviding energy to a vehicle and/or receiving energy from the vehiclewhile the UAV is physically engaged with and being transported by thevehicle between a predetermined UAV-vehicle engaging location and apredetermined UAV-vehicle disengaging location.

According to fourth example embodiments, there is provided a method ofcontrolling an unmanned aerial vehicle, UAV, the method comprising:

causing the UAV to provide energy to and receive energy from a givenvehicle; and

using the received energy to power at least one component of the UAV.

According to fifth example embodiments, there is provided a methodcomprising one or both of (i) a vehicle and (ii) an unmanned aerialvehicle, UAV, receiving energy from and providing energy to the other ofthe vehicle and the UAV, whereby to provide power to at least onecomponent of the vehicle and to at least one component of the UAV.

According to fifth example embodiments, there is provided a method ofcontrolling an unmanned aerial vehicle, UAV, the method comprising:

causing the UAV to fly to a vehicle;

causing the UAV to physically engage with the vehicle such that the UAVis transported by the vehicle when the vehicle moves; and

causing the UAV to disengage from, and fly away from, the vehicle,

wherein the method is performed while the UAV is operating in anautonomous mode by a controller comprised in the UAV,

wherein the UAV provides energy to the vehicle while the UAV isphysically engaged with the vehicle, and

wherein the UAV receives energy from the vehicle, while UAV isphysically engaged with the vehicle, to charge a battery of the UAV.

According to sixth example embodiments, there is provided an unmannedaerial vehicle, UAV, configured to perform a method according to any ofthe first, second, third, fourth or fifth example embodiments.

According to seventh example embodiments, there is provided an unmannedaerial vehicle, UAV, comprising input componentry, one or morecontrollers, a battery and output componentry, the one or morecontrollers being communicatively coupled to the input componentry andthe output componentry, the one or more controllers being configured toperform a method according to any of the first, second, third, fourth orfifth example embodiments.

According to eighth example embodiments, there is provided a controllerconfigured to perform a method according to any of the first, second,third, fourth or fifth example embodiments.

According to ninth example embodiments, there is provided a computerprogram arranged, when executed, to perform a method according to any ofthe first, second, third, fourth or fifth example embodiments.

BRIEF DESCRIPTION OF FIGURES

Various features will now be described, by way of example only, withreference to the accompanying drawings in which:

FIG. 1 shows a block diagram of an example system in accordance withembodiments; and

FIG. 2 shows a schematic diagram of the example system shown in FIG. 1.

DETAILED DESCRIPTION

In some examples described herein, a UAV can, in effect, piggyback on avehicle to be transported from one location to another, for example whenthe UAV operates autonomously. This can increase the effective operatingrange of the UAV. The effective operating range is the normal operatingrange of the UAV itself augmented by the operating range of the vehicle.

Referring to FIG. 1, there is shown a block diagram representing anexample of a system 100. The system 100 can be used for recreationalpurposes. For example, a hobbyist may use the system 100 to take aerialphotographs of a remote location, activity etc. of personal interest tothem. The system 100 can be used for academic purposes. For example, anacademic institution may use the system 100 to take aerial photographsof a remote geographic location of academic interest. The system 100 canbe used for commercial purposes. For example, a commercial enterprisemay use the system 100 to deliver an object, provide a commercialservice etc. to a remote customer.

The system 100 comprises a UAV 110 and a vehicle 120. A UAV 110 is anexample of a vehicle 120. As such, the system 100 comprises twovehicles; the UAV 110 and the further vehicle 120. The system 100 cancomprise more than one UAV and/or more than one additional vehicle. Thesystem 100 can comprise one, or more than one, type of vehicle.

The vehicle 120 may be a motor vehicle. Examples of motor vehiclesinclude, but are not limited to, motorcycles, cars, trucks and buses.Motor vehicles are ubiquitous in many countries and may thereforereadily be available for implementation of the measures describedherein. Motor vehicles generally travel along roads having well-definedroutes that can be determined before the motor vehicle undertakes ajourney. Motor vehicles can, however, often encounter trafficcongestion, for example on busy roads, in heavily populated areas etc.

The vehicle 120 may be an aircraft. Examples of aircraft include, butare not limited to, aeroplanes, helicopters and UAVs. Aircraft do notgenerally experience the same level of traffic congestion as roadvehicles. Some aircraft have significantly longer ranges than roadvehicles. The consequences of failure of an aircraft, while in flight,can be more significant than failure of a road vehicle.

The vehicle 120 may be a bicycle. Bicycles are generally powered by ahuman rider. For this and other reasons, the operating costs of abicycle can be lower than a road vehicle or aircraft. Further, thejourney time for a bicycle can be lower than other vehicles in largecities. A bicycle may be at least partly electrically powered.

The vehicle 120 may be a railed vehicle. Examples of railed vehiclesinclude, but are not limited to, trains and trams. Railed vehiclesgenerally operate in accordance with a timetable, which can bedetermined before the railed vehicle undertakes a journey. Railedvehicles generally travel along a predetermined rail route. Some railedvehicles travel directly from a starting station to a destinationstation. Some railed vehicles have one or more predetermined stopsbetween a starting station and a destination station.

The vehicle 120 may be a watercraft. Examples of watercraft include, butare not limited to, ships and boats. Watercraft may be able to accesslocations inaccessible by other vehicles, such as road and railedvehicles.

The vehicle 120 may, however, be of a different type.

Returning now to the UAV 110, the UAV 110 comprises input componentry130, a controller 140 and output componentry 150.

The controller 140 is communicatively coupled to the input componentry130 via a coupling 160. The controller 140 is communicatively coupled tothe output componentry 140 via a coupling 170. The UAV 110 may comprisemore than one controller 140.

The controller 140 may be embodied in hardware and/or software. Thecontroller 140 is operable to control one or more components, modules,functions and/or operations of the UAV 110. The controller 140 may,amongst other things, allow the UAV 110 to operate in an autonomousmode. The controller may be arranged to execute computer-readableinstructions comprised in a computer program and, thus, to cause themeasures described herein to be performed.

The UAV 110 can comprise one or more different/additional components tothose depicted in FIG. 1. For example, the UAV 110 may comprise memory.The memory may store a computer program comprising computer-readableinstructions, which can be executed by the controller 140.

The input componentry 130 of the UAV 110 comprises one or more inputcomponents. An input component may be provided by hardware and/orsoftware.

The input componentry 130 may comprise a camera. A camera is an exampleof an input component. The camera may capture visible light and/orinfrared. The camera is configured to output image data to thecontroller 140 and/or to another component of the UAV 110. The outputimage data represents a scene within the field of view of the camera.The output image data may comprise still image data and/or video data.The input componentry 130 may comprise more than one camera.

The input componentry 130 may comprise a radio frequency (RF) receiver.An RF receiver is an example of an input component. RF corresponds tofrequencies in the region of around 20 kHz to around 300 GHz. The UAV110 may receive data via the RF receiver. The RF receiver may enable theUAV 110 to receive data in accordance with, for example, Bluetooth™,Wi-Fi™, and/or another standard or protocol.

The input componentry 130 may comprise an audio input component. Anexample of an audio input component is a microphone.

The output componentry 150 comprises one or more output components. Anoutput component may be provided by hardware and/or software.

In some examples, the output componentry 150 comprises an actuator. Anactuator is an example of an output component. An example of an actuatoris a speed controller. The speed controller may be used control motionof the UAV 110. For example, the speed controller may be arranged tocontrol the rotation rate of one or more rotors of the UAV 110 to causethe UAV 110 to fly in a particular manner.

The output componentry 150 may comprise an RF transmitter. An RFtransmitter is an example of an output component. The UAV 110 maytransmit data via the RF transmitter. The RF transmitter may enable theUAV 110 to transmit data in accordance with, for example, Bluetooth™,Wi-Fi™, and/or another standard or protocol.

In some examples, the output componentry 150 comprises a light source.The light source may be used to provide illumination around at leastpart of the UAV 110. The light source may provide illumination in frontof, behind, to one or more sides of, above and/or below the UAV 110. Thelight source may comprise one or more lighting elements. An example of alighting element is a light-emitting diode (LED). The light source ofthe UAV 110 may augment a light source of the vehicle 120 (for exampleheadlight, brake light, hazard light, indicator etc), may replace alight source of the vehicle 120 and/or may be used where the vehicle 120does not have a light source.

In some examples, the output componentry 150 comprises an audio outputcomponent. The audio output component may be used to output audio aroundat least part of the UAV 110. An example of an audio output component isa loudspeaker. The audio output component of the UAV 110 may augment anaudio output component of the vehicle 120 (for example a horn, sirenetc), may replace an audio output component of the vehicle 120 and/ormay be used where the vehicle 120 does not have an audio outputcomponent.

A given component of the UAV 110 may be comprised in both the inputcomponentry 130 and the output componentry 150. For example, the UAV 110may comprise an RF transceiver that both receives and transmits data.

In some examples, controller 140 is operable to control the UAV 110while the UAV 110 is operating in an autonomous mode. The controller 140may, alternatively or additionally, be operable to control the UAV 110under the instruction of a human operator. The UAV 110 may be operablein one autonomous mode, or more than one autonomous mode. Differentautonomous modes may correspond to different levels of autonomy, forexample from a human operator. In one autonomous mode, the UAV 110 mayhave a relatively low level of autonomy and in another autonomous mode,the UAV 110 may have a relatively high level of autonomy. The UAV 110operating in an autonomous mode may involve the UAV 110 operating fullyor only partly autonomously, but not in either case not fully under thecontrol of a human operator. However, as indicated above, the UAV 110may, in some examples, be operable under the control of a humanoperator, in addition to or as an alternative to being operable in oneor more autonomous modes.

In some examples, controller 140 causes the UAV 110 to fly to thevehicle 120. The controller 140 may cause the UAV 110 to fly to thevehicle 120 in response to detecting a fly-to-vehicle trigger. Examplesof fly-to-vehicle triggers will be described in more detail below.

Causing the UAV 110 to fly to the vehicle 120 may involve the controller140 receiving data via the input componentry 130. The controller 140 mayreceive image data via the input componentry 130 and use the receivedimage data to cause the UAV 110 to fly to the vehicle 120. The receivedimage data may assist the controller 140 in navigating to the vehicle120. The received image data may assist the controller 140 inidentifying the vehicle 120, for example where the vehicle 120 isamongst other vehicles. The controller 140 may be configured todistinguish between the vehicle 120 and at least one other objectrepresented in the received image data. Examples of other such objectsinclude, but are not limited to, people and other vehicles. Thecontroller 140 may receive location data via the input componentry 130and use the received location data to cause the UAV 110 to fly to thevehicle 120. The received location data may indicate the location of theUAV 110 and/or the vehicle 120.

Causing the UAV 110 to fly to the vehicle 120 may involve the controller140 controlling the output componentry 150. For example, the controller140 may output control signals to an actuator to control flight of theUAV 110 towards the vehicle 120.

In some examples, the controller 140 causes the UAV 110 to physicallyengage with the vehicle 120 such that the UAV 110 is transported by thevehicle 120 when the vehicle 120 moves. The UAV 110 physically engagingwith and being transported by the vehicle 120 is also referred to hereinas the UAV 110 ‘piggybacking’ on the vehicle 120.

In some examples, the UAV 110 does not physically engage with thevehicle 120, however, for at least part of a period of interaction withthe vehicle 120. For example, the UAV 110 may hover above the vehicle120 without making physical contact with the vehicle 120. The UAV 110may be able to provide energy to and/or receive energy from the vehicle120 without being physically engaged with the vehicle 120. For example,the UAV 110 may be able to provide energy to and/or receive energy fromthe vehicle 120 wirelessly. For example, the UAV 110 may be able toprovide energy to and/or receive energy from the vehicle 120 viainductive power transfer. Where the UAV 110 does not physically engagewith the vehicle 120, the UAV 110 may not be transported by the vehicle120 when the vehicle 120 moves. However, by not physically engaging withthe vehicle 120, damage to the UAV 110 and/or vehicle 120 associatedwith such physical interaction may be reduced or avoided.

The UAV 110 may be configured to facilitate movement of the vehicle 120while the UAV 110 is physically engaged with the vehicle 120. Forexample, the controller 140 may be arranged to cause one or more rotorsof the UAV 110 to rotate while the UAV 110 is physically engaged withthe vehicle 120 to provide a degree of propulsion for the vehicle 120.The impact of such propulsion may depend on the nature of the UAV 110,the nature of the vehicle 120 etc.

In some examples, the UAV 110 and/or the vehicle 120 may be configuredsuch that movement of the vehicle 120 while the UAV 110 is physicallyengaged with the vehicle 120 causes the UAV 110 to generate electricalenergy. As such, the UAV 110 may, in effect, harvest energy as a resultof movement of the vehicle 120. The electrical energy may be used tocharge a battery of the UAV 110 and/or of the vehicle 120, or otherwiseto provide power to one of more components of the UAV 110 and/or to oneor more components of the vehicle 120. For example, the UAV 110 may beconfigured such that one or more rotors of the UAV 110 rotate as thevehicle 120 moves and such that the associated kinetic energy isconverted into electrical energy. For example, the one or more rotorsmay be configured, for example in a generally vertical manner, while theUAV 110 is physically engaged with the vehicle 120 (such that, forexample, generally horizontal, movement of the vehicle 120 causes theone or more rotors to rotate) and may be configured, for example in agenerally horizontal manner, while the UAV 110 is in flight (such thatthe one or more rotors can provide lift to the UAV 110). The referencesto “generally” horizontal and vertical are intended to allow fordeviations from strictly horizontal and vertical, for example to accountfor inclines in roads, take-offs and/or landings of aircraft etc.

The controller 140 may cause the UAV 110 to physically engage with thevehicle 120 in response to detecting a physically-engage trigger.Examples of physically-engage triggers will be described in more detailbelow. Such physical engagement may comprise the UAV 110 merely being inphysical contact with the vehicle 120 (for example resting on thevehicle 120) or may comprise the UAV 110 being attached to the vehicle120 (for example, by interlocking with the vehicle 120).

Causing the UAV 110 to physically engage with the vehicle 120 maycomprise causing the UAV 110 to land on the vehicle 120. The UAV 110 mayland on, and physically engage with, a roof of the vehicle 120. Causingthe UAV 110 to physically engage with the vehicle 120 may comprisecausing the UAV 110 to dock with the vehicle 120. The UAV 110 mayphysically engage with one or more predetermined parts of the vehicle120. The one or more predetermined parts of the vehicle 120 may bereserved for the physical engagement of UAVs that are to be transportedby the vehicle 120.

Causing the UAV 110 to physically engage with the vehicle 120 maycomprise causing the UAV 110 to engage with an underside of the vehicle120. This may provide a more aerodynamic engagement than if the UAV 110landed on the roof of the vehicle 120. However, the UAV 110 may be moresusceptible to damage when engaged with an underside of the vehicle 120.

Causing the UAV 110 to physically engage with the vehicle 120 maycomprise causing the UAV 110 to engage with a front, back and/or side ofthe vehicle 120.

Causing the UAV 110 to physically engage with the vehicle 120 maycomprise causing the UAV 110 to engage with an interior of the vehicle120.

Causing the UAV 110 to physically engage with the vehicle 120 mayinvolve the controller 140 receiving data via the input componentry 130.The controller 140 may receive image data via the input componentry 130and use the received image data to cause the UAV 110 to physicallyengage with the vehicle 120. The received image data may assist thecontroller 140 in physically engaging with the vehicle 120.

Causing the UAV 110 to physically engage with the vehicle 120 mayinvolve the controller 140 controlling the output componentry 150. Forexample, the controller 140 may output control signals to an actuator tomake the UAV 110 physically engage with the vehicle 120.

The UAV 110 may physically engage with the vehicle 120 while the vehicle120 is stationary. The UAV 110 may physically engage with the vehicle120 while the vehicle 120 is moving. Physically engaging with astationary vehicle may be more straightforward than physically engagingwith a moving vehicle. However, there may be more opportunities forpiggybacking on vehicles where the UAV 110 can physically engage with amoving vehicle. For example, the UAV 110 may be able to physicallyengage a vehicle at more points in a journey than if the UAV 110 wererequired to only physically engage with a stationary vehicle.

In some examples, the controller 140 causes the UAV 110 to disengagefrom, and fly away from, the vehicle 120. The controller 140 may causethe UAV 110 to disengage, and fly away from, the vehicle 120 in responseto detecting a disengage-and-fly-away trigger. Examples ofdisengage-and-fly-away triggers will be described in more detail below.

The UAV 110 may disengage from the vehicle 120 while the vehicle 120 isstationary. The UAV 110 may disengage from the vehicle 120 while thevehicle 120 is moving. Disengaging and flying away from a stationaryvehicle may be more straightforward than disengaging and flying awayfrom a moving vehicle. However, there may be more opportunities forpiggybacking on vehicles where the UAV 110 can disengage and fly awayfrom a moving vehicle. For example, the UAV 110 may be able to disengageand fly away from a vehicle at more points in a journey than if the UAV110 were required to wait until the vehicle were stationary.

The UAV 110 may provide energy to the vehicle 120, for example while theUAV 110 is physically engaged with the vehicle 120. Such energy may beprovided wirelessly and/or via physical connection. The UAV 110 mayprovide energy to the vehicle 120 in exchange for being transported bythe vehicle 120. Such energy may, for example, be used to charge abattery of the vehicle 120. More generally, such energy may be used topower at least one component of the vehicle 120. As such, while thereceived energy may be used to charge a battery of the vehicle 120, thereceived energy may alternatively or additionally be used to power atleast one other component of the vehicle 120.

The vehicle 120 may provide energy to the UAV 110, for example while theUAV 110 is physically engaged with the vehicle 120. Such energy may beprovided wirelessly and/or via physical connection. The UAV 110 maytherefore be charged by the vehicle 120 while being transported by thevehicle 120. Such energy may, for example, be used to charge a batteryof the UAV 110. More generally, such energy may be used to power atleast one component of the UAV 110. As such, while the received energymay be used to charge a battery of the UAV 110, the received energy mayalternatively or additionally be used to power at least one othercomponent of the UAV 110.

Such provision of energy (to and/or from the UAV 110) may enable theoperating range of the UAV 110 (and/or the vehicle 120) to be extended,relative to such energy not having been provided. As such, in someexamples, the effect of the provision of the energy is that theoperating range of the recipient increases as a result of the provisionof the energy.

In some specific examples, the UAV 110 both provides energy to thevehicle 120 and receives energy from the (same) vehicle 120. As aresult, at least one component of the UAV 110 and at least one componentof the vehicle 120 is provided with power as a result of the energytransfer. In some examples, the UAV 110 provides energy to the vehicle120 and then receives energy from the vehicle 120, example, the UAV 110may provide energy to the vehicle 120 such that the vehicle 120 canreach a refuelling location; once the vehicle 120 has refuelled, thevehicle 120 may provide energy to the UAV 110. In this manner, the UAV110 can enable the vehicle 120 to reach the refuelling location, may betransported to the refuelling location by the vehicle 120, and then mayreceive energy from the vehicle in return.

In some examples, the UAV 110 receives energy from the vehicle 120 andthen provides energy to the vehicle 120. For example, the UAV 110 mayreceive energy from the vehicle 120 to enable the UAV 110 to perform agiven action (for example to fly to a particular location) and the UAV110 may return some or all remaining energy to the vehicle 120 once theaction has been performed.

Such providing and receiving of energy between the UAV 110 and thevehicle 120 may be performed multiple times. Further, such energyproviding can, but does not need to, alternate between providing andreceiving energy. For example, the UAV 110 may provide energy to thevehicle 120 multiple times without having received energy from thevehicle and then may receive energy from the vehicle 120.

The receiving energy from the vehicle 120 and/or the providing of energyto the vehicle 120 may occur while the UAV 110 is physically engagedwith the vehicle 120. In such examples, the UAV 110 may remainphysically engaged with the vehicle 120 between the receiving energyfrom the vehicle 120 and the providing of energy to the vehicle 120(which, as indicated above, may occur in different orders in differentexamples) or may detach from the vehicle 120 between the receivingenergy from the vehicle 120 and the providing of energy to the vehicle120.

The receiving energy from the vehicle 120 and the providing of energy tothe vehicle 120 may occur in relatively close proximity to each other,or at significantly different times. For example, the UAV 110 couldreceive energy to the vehicle 120, perform various other tasks, and thenreturn to the vehicle 120 at a much later point in time to ‘return’energy to the vehicle 120. The amount of energy provided by the UAV 110may be, but need not be, the same as the amount of energy received bythe UAV 110. For example, the UAV 110 may accept a relatively smallamount of received energy in order to be able to complete a task if theUAV 110 has a low battery level, in exchange for providing a relativelylarge amount of energy at a later stage when the UAV 110 has a higherbattery level.

As such, the UAV 110 may provide energy to the vehicle 120 and/or theUAV 110 may receive energy from the vehicle 120 while the UAV 120 isphysically engaged with and is being transported by the vehicle 120between a predetermined UAV-vehicle engaging location and apredetermined UAV-vehicle disengaging location. The predeterminedUAV-vehicle engaging location is the location at which the UAV 110physically engages with the vehicle 120. The predetermined UAV-vehicledisengaging location is the location at which the UAV 110 disengagesfrom the vehicle 120.

The controller 140 may determine that the UAV 110 is authorised to betransported by the vehicle 120. Such determination may occur prior tothe controller 140 causing the UAV 110 to physically engage with thevehicle 120. Such determination may occur prior to the controller 140causing the UAV 110 to fly to the vehicle 120. Such determination mayoccur prior to the controller 140 causing the UAV 110 to disengage from,and fly away from, the vehicle 120.

Determining that the UAV 110 is authorised to be transported by thevehicle 120 may comprise the UAV 110 communicating with the vehicle 120and/or communicating with an entity other than the vehicle 120. Anexample of an entity other than the vehicle 120 is an entity thatauthorises transportation of UAVs on behalf of the vehicle 120. Such anentity may authorise transportation of UAVs on behalf of the vehicle 120and at least one additional vehicle associated with the entity. Forexample, such an entity may authorise transportation of UAVs on behalfof a fleet of vehicles including the vehicle 120.

The communicating with the vehicle 120 and/or the entity other than thevehicle 120 may comprise the UAV 110 receiving data. The UAV 110 mayreceive the data via the input componentry 130. The UAV 110 may receivethe data from the vehicle 120 and/or the entity other than the vehicle120.

The received data may comprise an authorisation credential.

An example of an authorisation credential is an authorisation token. Theauthorisation token may comprise a string of characters. Theauthorisation token may have a time-limited validity. The authorisationtoken may indicate that the UAV 110 is authorised to be transported bythe vehicle 120.

The communicating with the vehicle 120 and/or the entity other than thevehicle 120 may comprise the UAV 110 transmitting data. The UAV 110 maytransmit the data via the output componentry 150. The UAV 110 maytransmit the data to the vehicle 120 and/or the entity other than thevehicle 120.

The transmitted data may comprise an authorisation credential.

The transmitted data may comprise a received authorisation credentialand/or data derived from a received authorisation credential. Arecipient of an authorisation token (and/or data derived from anauthorisation token) transmitted by the UAV 110 may compare theauthorisation token to a list of authorisation tokens corresponding toauthorised UAVs. If there is a match in the list of authorisation tokenscorresponding to authorised UAVs, the UAV 110 may be determined to beauthorised to be transported by the vehicle 120. As such, the list ofauthorisation tokens corresponding to authorised UAVs may serve as awhitelist of authorised UAVs.

The transmitted data may comprise an identifier of the UAV 110. Theidentifier of the UAV 110 may comprise a registration identifier of theUAV 110. The registration identifier may be indicative of a registrationof the UAV 110 with a registration authority. The registration authoritymay be government-based, aviation-authority based etc.

As described above, the UAV 110 may provide energy to the vehicle 120while the UAV 110 is being transported by the vehicle 120 and/or thevehicle 120 may provide energy to the UAV 110 while the UAV 110 is beingtransported by the vehicle 120. Such provision of energy (to and/or fromthe UAV 110) may be a condition to the UAV 110 being authorised to betransported by the vehicle 120. In other words, the UAV 110 may beauthorised to be transported by the vehicle 120 if the UAV 110 providesenergy to the vehicle 120 and/or receives energy from the vehicle 120while being transported by the vehicle 120.

In some examples, the UAV 110 providing energy to the vehicle 120comprises the UAV 110 charging a battery of the vehicle 120. As such,the UAV 110 can, in effect, recharge an existing battery of the vehicle120. In some examples, the UAV 110 providing energy to the vehicle 120comprises the UAV 110 delivering a battery to the vehicle 120. As such,the UAV 110 can, in effect, deliver a new battery to the vehicle 120.The UAV 110 may collect an existing battery from the vehicle 120 inresponse to delivering a new battery to the vehicle 120. Recharging anexisting battery of the vehicle 120 may be relatively efficient in termsof the UAV 110 not transporting a new battery to the vehicle 120.However, recharging an existing battery may be more time-consuming thandelivering a new battery to the vehicle 120.

In some examples, the UAV 110 receiving energy from the vehicle 120comprises the vehicle 120 charging a battery of the UAV 110. As such,the vehicle 120 can, in effect, recharge an existing battery of the UAV110. In some examples, the UAV 110 receiving energy from the vehicle 120comprises the UAV 110 collecting a battery from the vehicle 120. Assuch, the UAV 110 can, in effect, receive a new battery from the vehicle120. The UAV 110 may deposit an existing battery with the vehicle 120 inresponse to collecting a new battery from the vehicle 120. Recharging anexisting battery of the UAV 110 may be relatively uncomplicated in termsof the UAV 110 not configuring a new battery and/or removing an existingbattery. However, recharging an existing battery may be moretime-consuming than collecting a new battery from the vehicle 120.

As described above, the controller 140 may cause the UAV 110 to fly tothe vehicle 120 in response to detecting a fly-to-vehicle trigger. Anexample of a fly-to-vehicle trigger is the UAV 110 receiving a requestto fly to the vehicle 120 from an entity associated with the UAV 110.For example, an operator of the UAV 110 may request that the UAV 110 flyto the vehicle. Another example of a fly-to-vehicle trigger is the UAV110 receiving a request to fly to the vehicle 120 from an entityassociated with the vehicle 120. For example, an operator of the vehicle120 may request that the UAV 110 fly to the vehicle. Another example ofa fly-to-vehicle trigger is determining that the UAV 110 is authorisedto be transported by the vehicle 120.

As described above, the controller 140 may cause the UAV 110 tophysically engage with the vehicle 120 in response to detecting aphysically-engage trigger. An example of a physically-engage trigger isdetermining that the UAV 110 is authorised to be transported by thevehicle 120.

As described above, the controller 140 may cause the UAV 110 todisengage from, and fly away from, the vehicle 120 in response todetecting a disengage-and-fly-away trigger. An example of adisengage-and-fly-away trigger is determining that the UAV 110 is at apredetermined location. The predetermined location may correspond to atarget disengage location of the UAV 110. Another example of adisengage-and-fly-away trigger is determining that the UAV 110 is expiryof a predetermined time period. The predetermined time period maycorrespond to a maximum time period the UAV 110 is authorised to betransported by the vehicle 120. Another example of adisengage-and-fly-away trigger is determining that the UAV 110 is akinetic event. The kinetic event may correspond to the vehicle 120becoming stationary.

Referring to FIG. 2, there is shown schematically a representation ofthe example system 100 described above with reference to FIG. 1.

The UAV 110 has a target flight destination 180 prior to physicallyengaging with the vehicle 120. The target flight destination 180 may bea home location of the UAV 110, or otherwise.

The UAV 110 has an operating range 190 prior to physically engaging withthe vehicle 120. The target flight destination 180 is outside theoperating range 190 of the UAV 110. As such, the UAV 110 cannot reachthe target flight destination 180 by itself.

The UAV 110 may transmit route information for the UAV 110. The routeinformation for the UAV 110 identifies the target flight destination180. The route information for the UAV 110 may identify information inaddition to or as an alternative to the target flight destination 180.The UAV 110 may transmit at least part of the route information for theUAV 110 to the vehicle 120. The UAV 110 may transmit at least pail ofthe route information for the UAV 110 to an entity other than thevehicle 120.

The UAV 110 may receive route information for the vehicle 120. The UAV110 may receive at least part of the route information for the vehicle120 from the vehicle 120. The UAV 110 may receive at least part of theroute information for the vehicle 120 from an entity other than thevehicle 120.

The UAV 110 may receive operating range information for the vehicle 120.The operating range information for the vehicle 120 may indicate theoperating range of the vehicle 120.

As such, the UAV 110 can piggyback on the vehicle 120 in response todetermining that the vehicle 120 has an operating range that is at leastpartly outside the operating range 190 of the UAV 110 and that theoperating range of the vehicle 120 includes a target flight destination180 of the UAV 120, where the target flight destination 180 of the UAV110 is outside the operating range 190 of the UAV 110.

Various measures (for example methods, UAVs, controllers and computerprograms) are provided in which a UAV is caused to fly to a vehicle. TheUAV is caused to physically engage with the vehicle such that the UAV istransported by the vehicle when the vehicle moves. The UAV is caused todisengage from, and fly away from, the vehicle. Such measures areprovided in relation to the UAV operating in an autonomous mode by acontroller comprised in the UAV. As such, the operating range of the UAVmay be increased compared to the UAV not piggybacking on the vehicle.Although other solutions may be available to increase an operating rangeof a UAV, such as increasing battery size, the measures provided hereinmay be applied to existing UAVs, for example following a software and/orfirmware update and/or upgrade.

The controller of comprised in the UAV may determine that the UAV isauthorised to be transported by the vehicle. As such, the likelihood ofthe UAV being able to piggyback on the vehicle is increased, compared tono authorisation being performed.

The determining that the UAV is authorised to be transported by thevehicle may occur prior to the UAV being caused to physically engagewith the vehicle. By such determining occurring before the UAVphysically engaging with the vehicle, the UAV can avoid damage to thevehicle and/or potential legal contraventions in relation to the vehicleif is in fact not authorised to piggyback on the vehicle.

The determining that the UAV is authorised to be transported by thevehicle may occur prior to the UAV being caused to fly to the vehicle.As such, it can be determined at a relatively early stage that the UAVcan piggyback on the vehicle, for example where the UAV has expended lowminimal energy in navigating to the vehicle.

The determining that the UAV is authorised to be transported by thevehicle may comprise the UAV communicating with the vehicle and/or anentity other than the vehicle and may comprise the UAV transmittingand/or receiving data. As such the UAV can interact with another entity(the vehicle or otherwise) to increase the confidence in being allowedto piggyback on the vehicle, for example as a result of third-partyvalidation of such.

The UAV may physically engage with a roof of the vehicle. This is likelyto cause limited impact on an occupant of the vehicle, where thepiggybacked UAV can be out-of-sight from the perspective of theoccupant. The roof may provide a convenient landing and/or disembarkinglocation compared, for example to an underside of the vehicle, aninterior of the vehicle etc.

The UAV may be caused to fly to the vehicle in response to afly-to-vehicle trigger and/or may be caused to physically engage withthe vehicle in response to a physically-engage trigger and/or may becaused to disengage from, and fly away from, the vehicle in response toa disengage-and-fly-away trigger. Such triggers enable the UAV tooperate effectively in an autonomous mode.

The UAV may provide energy to the vehicle and/or vehicle may provideenergy to the UAV while the UAV is physically engaged with the vehicle.The UAV may provide energy to the vehicle as a condition or in exchangefor piggybacking on the vehicle. The vehicle may provide energy to theUAV to increase the operating range of the vehicle for when the UAVflies away from the vehicle, for example compared to the operating rangeof the UAV prior to piggybacking.

The UAV may have a target flight destination prior to physicallyengaging with the vehicle. The UAV may have an operating range prior tophysically engaging with the vehicle and the target flight destinationmay be outside the operating range of the UAV. Route information for theUAV identifying the target flight destination may be transmitted. Atleast part of the route information for the UAV may be transmitted tothe vehicle and/or to an entity other than the vehicle. Routeinformation for the vehicle may be received. At least part of the routeinformation for the vehicle may be received from the vehicle and/or froman entity other than the vehicle. As such, the UAV or another entity canmake a more informed decision on the effectiveness of the UAVpiggybacking on the vehicle, for example if the UAV would not be able toreach the target flight destination without the piggybacking.

The UAV may physically engage with the vehicle while the vehicle isstationary. The UAV may physically engage with the vehicle while thevehicle is moving. The UAV may disengage from the vehicle while thevehicle is stationary. The UAV may disengage from the vehicle while thevehicle is moving. Physically engaging and/or disengaging while thevehicle is stationary may be less computationally complex and/or morereliable than physically engaging and/or disengaging while the vehicleis in motion. However, physically engaging and/or disengaging while thevehicle is in motion may allow for more UAV-vehicle engaging locationsand/or UAV-vehicle disengaging locations than if the UAV only physicallyengaged and/or disengaged while the vehicle is stationary.

Various measures (for example methods, UAVs, controllers and computerprograms) are provided in which a UAV operates in an autonomous mode andhas an operating range. The UAV piggybacks on another vehicle inresponse to determining that the other vehicle has an operating rangethat is at least partly outside the operating range of the UAV and thatthe operating range of the other vehicle includes a target flightdestination of the UAV. The target flight destination of the UAV isoutside the operating range of the UAV. As such, the effective operatingrange of the UAV is increased compared to the UAV not piggybacking onthe vehicle.

Various measures (for example methods, UAVs, controllers and computerprograms) are provided in which a UAV provides energy to a vehicleand/or receives energy from the vehicle while the UAV is physicallyengaged with and being transported by the vehicle between apredetermined UAV-vehicle engaging location and a predeterminedUAV-vehicle disengaging location. As such, the effective operating rangeof the UAV is increased compared to the UAV not piggybacking on thevehicle. Energy can be exchanged between the UAV and the vehicle duringpiggybacking, for example in exchange for allowing the piggybackingand/or to extend the operating range of the UAV.

Various modifications and alternatives will be apparent to one skilledin the art.

In examples described above, the UAV 110 is caused to fly to the vehicle120. In other examples, the UAV 110 navigates to the vehicle 120 inanother manner. For example, the UAV 110 could drive to the vehicle 120if the UAV 110 has wheels or the like. Further, in addition or as analternative to the UAV 110 being caused to fly to the vehicle 120, thevehicle 120 could be caused to navigate to the UAV 110. In such cases,the vehicle 120 could ‘pick up’ the UAV 110. This may be especiallyeffective where the UAV 110 has insufficient energy to fly to thevehicle 120 based on a current location of the vehicle 120. In someexamples, the UAV 110 and vehicle 120 could both navigate towards eachother and/or towards a predetermined pick-up location. However, wherethe UAV 110 has insufficient energy to fly to the predetermined pick-uplocation, the vehicle 120 could be caused to navigate to the UAV 110. Insome examples, the UAV 110 transmits its location. The UAV 110 maytransmit its location to the vehicle 120, or otherwise. However, thevehicle 120 could be aware of the location of the UAV 110, or made awareof the location of the UAV 110, in another manner.

The following numbered clauses on pages 19 to 22 of the presentdescription correspond to the claims of UK patent application no.GB1802098.2, from which the present application claims priority, asfiled. The claims of the present application as filed can be found onthe subsequent pages 22 to 24 of the specification which begin with theheading “CLAIMS”.

-   1. A method of controlling an unmanned aerial vehicle, UAV, the    method comprising:

causing the UAV to fly to a vehicle;

causing the UAV to physically engage with the vehicle such that the UAVis transported by the vehicle when the vehicle moves; and

causing the UAV to disengage from, and fly away from, the vehicle,

wherein the method is performed while the UAV is operating in anautonomous mode by a controller comprised in the UAV.

-   2. A method according to clause 1, comprising determining that the    UAV is authorised to be transported by the vehicle.-   3. A method according to clause 2, wherein said determining that the    UAV is authorised to be transported by the vehicle occurs prior to    said causing the UAV to physically engage with the vehicle.-   4. A method according to clause 2 or 3, wherein said determining    that the UAV is authorised to be transported by the vehicle occurs    prior to said causing the UAV to fly to the vehicle.-   5. A method according to any of clauses 2 to 4, wherein the    determining that the UAV is authorised to be transported by the    vehicle comprises the UAV communicating with the vehicle and/or an    entity other than the vehicle.-   6. A method according to clause 5, wherein said communicating    comprises the UAV transmitting and/or receiving data.-   7. A method according to clause 5 or 6, wherein said communicating    comprises the communication of an authorisation token indicating    that the UAV is authorised to be transported by the vehicle.-   8. A method according to any of clauses 1 to 7, wherein the UAV    physically engages with a roof of the vehicle.-   9. A method according to any of clauses 1 to 8, wherein:

the causing of the UAV to fly to the vehicle is in response to afly-to-vehicle trigger;

the causing of the UAV to physically engage with the vehicle is inresponse to a physically-engage trigger; and/or

the causing of the UAV to disengage from, and fly away from, the vehicleis in response to a disengage-and-fly-away trigger.

-   10. A method according to any of clauses 1 to 9, wherein the UAV    provides energy to the vehicle while the UAV is physically engaged    with the vehicle.-   11. A method according to clause 10, wherein the UAV providing    energy to the vehicle comprises the UAV charging an existing battery    of the vehicle.-   12. A method according to clause 10 or 11, wherein the UAV providing    energy to the vehicle comprises the UAV providing the vehicle with a    new battery.-   13. A method according to any of clauses 1 to 12, wherein the    vehicle provides energy to the UAV while the UAV is physically    engaged with the vehicle.-   14. A method according to clause 13, wherein the vehicle providing    energy to the UAV comprises the vehicle charging an existing battery    of the UAV.-   15. A method according to clause 13 or 14, wherein the vehicle    providing energy to the UAV comprises the vehicle providing the UAV    with a new battery.-   16. A method according to any of clauses 1 to 15, comprising    depositing an existing battery of the UAV with the vehicle while the    UAV is physically engaged with the vehicle.-   17. A method according to any of clauses 1 to 16, wherein the UAV    has a target flight destination prior to physically engaging with    the vehicle.-   18. A method according to clause 17, wherein UAV has an operating    range prior to physically engaging with the vehicle and wherein the    target flight destination is outside the operating range of the UAV.-   19. A method according to clause 17 or 18, comprising transmitting    route information for the UAV, the route information for the UAV    identifying the target flight destination.-   20. A method according to clause 19, wherein at least part of the    route information for the UAV is transmitted to the vehicle.-   21. A method according to clause 19, wherein at least part of the    route information for the UAV is transmitted to an entity other than    the vehicle.-   22. A method according to any of clauses 1 to 21, comprising    receiving route information for the vehicle.-   23. A method according to clause 22, wherein at least part of the    route information for the vehicle is received from the vehicle    and/or from an entity other than the vehicle.-   24. A method according to any of clauses 1 to 23, wherein the UAV    physically engages with and/or disengages from the vehicle while the    vehicle is stationary.-   25. A method according to any of clauses 1 to 23, wherein the UAV    physically engages with and/or disengages from the vehicle while the    vehicle is moving.-   26. A method performed by an unmanned aerial vehicle, UAV, operating    in an autonomous mode and having an operating range, the method    comprising piggybacking on another vehicle in response to    determining that the other vehicle has an operating range that is at    least partly outside the operating range of the UAV and that the    operating range of the other vehicle includes a target flight    destination of the UAV, the target flight destination of the UAV    being outside the operating range of the UAV.-   27. A method of controlling an unmanned aerial vehicle, UAV, the    method comprising providing energy to a vehicle and/or receiving    energy from the vehicle while the UAV is physically engaged with and    being transported by the vehicle between a predetermined UAV-vehicle    engaging location and a predetermined UAV-vehicle disengaging    location.-   28. An unmanned aerial vehicle, UAV, configured to perform a method    according to any of clauses 1 to 27.-   29. A controller configured to perform a method according to any of    clauses 1 to 27.-   30. A computer program arranged, when executed, to perform a method    according to any of clauses 1 to 27.

What is claimed is:
 1. An unmanned aerial vehicle, UAV, comprising: aplurality of lighting sources, the plurality of lighting sourcescomprising at least one lighting element operable to illuminate belowthe UAV and at least one lighting element operable to illuminate abovethe UAV; and wherein the UAV is configured to: receive energy from atleast one battery of a vehicle via a physical connection with aninterior of the vehicle; use the received energy to charge at least onebattery of the UAV; and use the at least one battery of the UAV, chargedusing the received energy, to power the plurality of light sources. 2.The UAV of claim 1, wherein the plurality of lighting sources comprisesat least one lighting element configured to illuminate in front of theUAV.
 3. The UAV of claim 1, wherein the plurality of lighting sourcescomprises at least one lighting element configured to illuminate behindthe UAV.
 4. The UAV of claim 1, wherein the plurality of lightingsources comprises at least one lighting element configured to illuminateto at least one side of the UAV.
 5. The UAV of claim 1, wherein the atleast one lighting element operable to illuminate below the UAVcomprises at least one light-emitting diode, LED.
 6. The UAV of claim 1,wherein the at least one lighting element operable to illuminate aboveof the UAV comprises at least one light-emitting diode, LED.
 7. The UAVof claim 1, wherein the UAV comprises at least one camera and whereinthe UAV is configured to use the received energy to power the at leastone camera.
 8. The UAV of claim 1, wherein the UAV comprises a pluralityof cameras and wherein the UAV is configured to use the at least onebattery of the UAV to power at least one of the plurality of cameras. 9.The UAV of claim 1, wherein the UAV comprises a plurality of cameras andwherein the UAV is configured to use the at least one battery of the UAVto power the plurality of cameras.
 10. The UAV of claim 1, wherein theUAV comprises a radio frequency, RF, transmitter configured to transmitdata, at one or more frequencies between 20 kHz and 300 GHz, inaccordance with at least one standard and/or protocol, the at least onestandard and/or protocol being different from both Bluetooth and Wi-Fi.11. The UAV of claim 1, wherein the UAV comprises a radio frequency, RF,receiver configured to receive data, at one or more frequencies between20 kHz and 300 GHz, in accordance with at least one standard and/orprotocol, the at least one standard and/or protocol being different fromboth Bluetooth and Wi-Fi.
 12. The UAV of claim 1, wherein the UAVcomprises a radio frequency, RF, transceiver configured to transmit andreceive data, at one or more frequencies between 20 kHz and 300 GHz, inaccordance with at least one standard and/or protocol, the at least onestandard and/or protocol being different from both Bluetooth and Wi-Fi.13. The UAV of claim 1, wherein the UAV is configured to be operable inat least one autonomous mode.
 14. The UAV of claim 1, wherein thevehicle is a car.
 15. The UAV of claim 14, wherein the vehicle has atleast one light source.
 16. The UAV of claim 15, wherein the at leastone light source of the vehicle comprises at least one brake light. 17.The UAV of claim 15, wherein the at least one light source of thevehicle comprises at least one hazard light.
 18. The UAV of claim 15,wherein the at least one light source of the vehicle comprises at leastone indicator light.
 19. An unmanned aerial vehicle, UAV, comprising: aplurality of light sources, the plurality of light sources beingoperable to illuminate at least below and above the UAV, wherein the UAVis configured to: receive energy from at least one battery of a vehiclewhile the UAV is inside the vehicle; and use the received energy topower the plurality of light sources.
 20. An unmanned aerial vehicle,UAV, comprising: at least one light source operable to illuminate aninterior of a vehicle, the illuminated interior of the vehicle being atleast below UAV; at least one camera operable to output image datarepresenting the interior of the vehicle, wherein the UAV is configuredto receive energy from the vehicle while the UAV is engaged with theinterior of the vehicle.